Pipe anchor means



Dec. 8, 1953 M. s. JOHNSON ET AL PIPE ANCHOR MEANS 3 Sheets-Sheet 1 Filed Dec. 20, 1948 n W, 2 mna Q Wi i 15% g. M 00 a J/ H 6 IAML fin I \\M L 7 I/// Z Dec. 8, 1953 M. SfJOHNSON ET AL PIPE ANCHOR MEANS I5 Sheets-Sheet 2 Filed Dec. 20, 1948 4 INVENTORS W [/72 flJafawam BYHQI'OZCZ E 8 5522 Dec. 8, 1953 M. s. JOHNSON ET AL PIPE ANCHOR MEANS 3 Sheets-Sheet 3 Filed Dec. 20, 1948 9 Our invention relates ing and suitably anchoring'the air pipes of the Patented Dec. 8', 1953 PIPE ANCHOR MEANS Malcolm s. Johnson and Harold E. Ray, Chicago, :Ill., assignors to Central Railway Supply Company, Chicago, 111., a corporation of Illinois ApplicationDecember 20, 1948, Serial No. 66,244

to means for supportair brake systems disposed longitudinally be- 1 Claim. (Cl. 24856) neath railroad cars; the object of the invention being to provide means adapted to be securedto a railroad car underframe whereby the pipes will be firmly held against vibration andmovementand thus avoid ruptures in the pipe connections which would cause air line leaks and interference with proper air brake operation.

The invention has for its object the provision of an'anchor of a simple nature which may be easily applied and which possesses stability and efficient holding power; the anchor consisting 'of a single piece or unitary structure which obviates the necessity of assembly of parts during application and hence eliminates the possibility of lossof parts when dismantled during maintenance.

Our invention also contemplates an anchor construction which may be easily applied to previously installed air lines or pipes without necessitating uncoupling or dismantling the pipes, thereby greatly facilitating installation and replacement and hence materially reducing labor time and expense; the anchor permitting the air pipe or'line to be readily'renewed if 00.- casion should require without the necessity of dismantling or removing the anchor.

The objects and advantages of our invention i willjall be readily comprehended from the detailed description of the accompanying drawings wherein: p

Figure 1 shows our improved anchor means in frontelevation, applied to a pipe, shown in section, and secured to the vertical face of a car underframe member of which only a portion is shown.

Figure 2 is a vertical. sectional view showing the initial position of the anchor means before screwing up the fastening element or nut.

Figure 3 is a side elevation of the anchor means applied to a portion of a pipe and the anchor means firmly. secured to the vertical face of a car underfram-e member or sill which latter is shown in section.

Figure 4 is a front elevation of a modified form applied to a pipe shown in section and shown secured to the horizontal surface of a car underframe or side sill.

Figure 5 is a sideelevation of the form shown in Figure 4, disclosing in dotted lines its initial position and in full lines showing its anchoring and. final holding position. a Figure 6 is a front elevation of a modification 2 of the type of anchor means illustrated in Figure 1, with a pipe in section.

Figure 7 is a side elevation with thevertic'al portion of the car underframe in section; the initial or applying position of the anchor being shown in dotted lines and its fully applied and anchoring position being shown in full lines. Figure 8 is a top plan View of the'structure as shown in Figure 6, with the car underframe or sill in section.

In the exemplification of our invention as disclosed in Figures 1, 2 and 3, this single piece anchor is especially intended for anchoring the air line or pipe, of which a section is shown at IE, to a vertically disposed wall or face of a railroad car underframe or cross sill of which a portion is shown at l6, and which has previously been provided with a hole, as at IT, for passage of the pipe therethrough; the air lines or pipe extend longitudinally of the railroad car.

The anchor means l8 preferably consists of a single piece casting or forging of suitable metal formed with an upstanding portion or vertical wall I9, shown provided with a substantially 'fiat rear face adapted to extend flush with the vertical web of the cross sill l6 and provided at its upper end with a bolt receiving hole at 20 to receive the fastening bolt or stud 2! secured to the cross sill and provided with a nut 22. The lower end of the vertical portion l9 merges into the forwardly presented legs or portions 23 and united at the forward outer ends' by' the arcuate connecting web or stirrup-like portion 24 which is adapted to extend about the lower side of the air line or pipe IS. The legs 23 project forwardly from the opposite vertical edges of the upper portion I9 and have vertically arcuate inner opposing faces as shown in Figure 1 which merge into the horizontally arcuate saddle-like portion 25; the arcuate saddle portion 25, inner curved walls of the forwardly project ing legs 23 and the arcuate forwardly presented stirrup portion 24, when viewed from the front, define a verticallyelongated opening which re ceives the pipe' l5 with the stirrup portion 24 disposed about the lower side of the pipe While the saddle portion 25 extends across and in contact with the upper side of the pipe. The side marginal portions of the upstanding wall [9 preferably are enlarged or provided with rigidifying ribs as at 26 which merge into the forwardly presented legs, with the juncture be tween the upstanding wall [9 and the lower marginal portions of the legs .23, namely the point indicated at 21, preferably in a horizontal plane it slightly beneath the horizontal plane of the pipe engaging arcuate surface of the saddle-like portion 25.

The pipe receiving opening through the anchor is such that in order to slip the anchor onto the pipe the anchor must be tilted forwardly as shown in Figure 2, with the saddle portion 25 resting on the pipe while the stirrup portion 24 engages the bottom of the. pipe. The anchor in its tilted position is slid toward the cross-sill l causing the juncture point 21 to engage the cross-sill in advance of the upper portion of the wall l9 whose aperture 29, however, is positioned to receive the stud bolt or pin. 21 secured to the cross-sill. Upon screwing the nut 22: up tightly, juncture point 2*! becomes a tu'lcrumpoint while upstanding wall it moves up flush. against the cross-sill and the stirrup connected outer ends of the forwardly presented legs 23 tend tov move upwardly, effecting a firm upward pressure on the pipe while the saddle. portion 25 effects a firm downward pressure and somewhat wedging action onthe pipe.

Inorder to provide greater. gripping relation with the pipe, the saddle-like portion. 2:5 and the stirrup portion 24 are shown provided with transversely disposed serrations as. at 2 8,. which will effect. biting. contact with the upper and lower sides of the: pipe and effectively hold the pipe against longitudinal shifting or creeping tendencies;

Should an occasionarise for removing or renewing'. the air line or pipe, this may easily be accomplished by simply releasing the nut 2.2 sufficiently to: permit the anchor means to be tilted forwardly thereby moving the gripping surfaces of the saddle-like portion 25 and those of the stirrup-like portion. 2Q out. of contact with the pipe and. permit the-pipe to be. easily withdrawn out of the anchor.

It is-apparen-t. that by changing the size of the pipe receiving opening our anchor means isadapted tovariouspipe sizes.

In order to prevent the anchor means turning during application or thereafter, we show the rear face of the upright member lit, at opposite sides. of the pipe receiving opening, with rearwardly disposed lugs 29 which are adapted to extend. into the somewhat enlarged opening. in thevertical web-of the-cross-sill l6.

In Figures 4 and 5- we disclose a. modified. form of our improved means whereby the air line or pipe l5 may be anchored to the horizontal surfaceor underside of a car side sill 39.. The anchor involves the vertically disposed saddle forming body portion 3% adapted to extend across the top. of the air line or pipe 5, with the forwardly and downwardly extending. legs. or sides- 32 unit..- ing. in the stirrup-like pipe engaging portion 33.

Instead of providing the pipe engaging saddle portion and stirrup portion. with serrations or teeth as in the. form shown in Figurea, the. saddle-. portion 31 and the stirrup 33 are. provided with rubber or resilient arcuate pads or inserts. 3 5 which may be bondedin place and additionally held against shifting by providing the convexed sides of the pads with a stud or headed projection 35 which may be forced through a suitable hole made in the saddle portion and inthe stirrup portion as plainly shown in Figure 44. These resilient or rubber pads will effectv a gripping or non-slipping relation with the air line. or pipe and will also cushion the latter against vibration andchatter.

The upper end oithe vertically disposed body portion 3| extends forwardly to constitute a substantially horizontal rectangular bracket portion 36 adapted to extend flush with the under side of the side sill 30 and is provided with a pair of longitudinally spaced holes to receive the bolts or studs 31, 38 which are secured to the side sill 30.

The vertical distance between the horizontal planes: of the" saddle-portion 3| and the stirrup portion 3'3 as in the structure shown in the previous figures, is such that the anchor must be tilted slightly forward as shown in dotted lines in Figure 5 to enable the anchor to be easily slid onto thepipe and the rear hole in the bracket portion 36 brought-into register with the bolt or stud. 31,.at which time the forward hole in the bracket. arm 315; will also register with the bolt or stud 38. The nut on bolt or stud 31 is then screwed up into place, forcing the point of juncture: between the vertical body portion 3| and the forwardly presented bracket arm 36, indicated at 33, into contactwith the: underside of the sill, sothat tighteningoithe nut on bolt Orstud .38v will cause the. anchor to. tilton or at the point 39 andv thereby force. the. saddle and stirrup pads into firm relation with. the air line or pipe with the. bnacketarm 36 in flushrelation with thebottom-of thesidesill In order to release. the pipe, the nut onstud 31 should be slightly backedoff andithe nut. on stud 38. released or removed, permitting the anchor to. be tilted forwardly intothe. dotted line position shown in Figure. 5., thereby moving, the saddle and. stirrup portions and theirpads out of pressing contactv with theair line or pipe.

It will be understood. that. instead of the. resilient pads. 34, the saddle and stirrup portions may be provided with teeth or serrations similar to those shown -in,=li'igure. 3 and. likewise,. the pads 34 of the structure shown in Figure i may be employed in. the: type of anchor shown in Figure 3...

Figures. 6 to 8. illustrate-a modifiedform. which enables. the. anchor means. to be applied to previouslyinstalled airlines. or pipesand also enables. anchor replacement. without requiring dis.-

mantling, of the. airline l5... The type, of anchor shownin these figures is substantially similar to the, type shown. in Figure l and consists oithe upright body portion 4.0 providedwith. a. flat. rear face to fit up flush. against. the vertical web. of a cross silloi. the. car and, which has been provided with ahole through. whichthe air Iineor pipe 1'5 extends horizontally and longitudinally of the car.

a One. side marginal portion of the upright. body 40,, at its. base, continues into. a forwardly and downwardly sloping side leg. The leg. H ex.- tends into a horizontal..-plane. beneath the plane of the base of the upright body 4'0 and terminates in a. horizontally disposed and. arcuate pipe pillowingv or engaging stirrup 41 arranged in contact with the lower sideoi theyair. line. cit-pipe [5.

The body portion. at its-base, as. in'll'igures 6, 7 and. 8, is provided with a transversely arcuate pipe straddling or engagingsaddle-like cavity at 43,. preferably provided. with serrations as more clearly shown in Figiue 7; and the rear face. of the. body 40 preferably extends slightly beneath the. plane of the. saddle-like portion where its juncture with the. lower edge of thelegdl. may constitute a fulcrum point during applicationv of the anchor, as shown by the dotted lines at 44. The direct vertical distance:- between the horizontal planes of the saddle-like portion 43 and the stirrup portion 42 is slightlyless than the diameter of. the. pipe 1-5,; thus necessitating; the

anchor to be tilted forwardly as shown in dotted lines in Figure 7 in order to place the anchor in position on the pipe. Consequently when the nut is screwed up on the bolt or threaded stud 2| (which is welded or secured to the sill 16), the anchor will tilt about point 44 until the rear face is fiush with the sill. This causes the serrations of the saddle-like portion 43 to shift downwardly (as shown in full lines in Figure 7) into firm pressing relation with the pipe I5, while the serrations of the stirrup portion 42 will be forced upwardly into firm pressing relation with the pipe i5 and effectively wedge the pipe against any longitudinal or independent movement.

In order to adapt the anchor to previously installed air lines or pipes, the leg at one side, viz. the right hand side in Figure 6, of the anchor, is omitted so as to provide a gap or lateral opening between the base of the upright body 40 and the free perimeter of the stirrup 42 as indicated at 45 by the dotted line and arrows in Figure 7. The opening 45 is arranged as shown in Figure 7 to permit the free end of the saddle portion 43 to extend down below the top of the pipe 15 and the free end of the stirrup portion 42 to extend a considerable distance above the bottom of the pipe and thus prevent lateral dislocation through sidewise movement of the pipe or anchor.

To apply the anchor it must be tilted forward sufiiciently to bring the saddle portion and the stirrup portion substantially into the same vertical plane, at which time the anchor means may readily be slid sidewise onto the pipe and then placed in upright or vertical position preparatory to fastening it in place.

t is apparent that the upper bolt receiving end of the upright body portion may be given any desired configuration or angularity adapting it to the car underframe to'which it is to be secured; the upright body portion with its downwardly and forwardly presented stirrup portion being the same in all forms and principle of operation.

The exemplifications that have been herein described are believed to be the simplest embodiments of the invention, but certain modifications are possible and may be made without,

. porting element for tilting the leg upward; the

anchor adjacent the fulcrum point having a pipe receiving passage whose axis normally is disposed outwardly and downwardly at a predetermined angle to the longitudinal axis of the pipe with the upper part of said passage formed to provide a relatively wide downwardly facing concaved pipe straddling portion and the lower part of the passage formed to provide a wide upwardly facing concaved pipe supporting portion spaced lengthwise of the pipe from the downwardl facing portion, both portions having friction providing surfaces extending over a substantial distance lengthwise of the pipe, the vertical distance between the two mentioned portions approximating the diameter of the pipe when the body portion is secured in place, the axis of the pipe-receiving passage being moved toward parallel relation with the lengthwise axis of the pipe when the body is secured to the supporting element whereby frictional gripping engagement across the top and about the bottom of the pipe is provided.

MALCOLM S. JOHNSON. HAROLD E. RAY.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,057,057 Hoerr Mar. 25, 1913 1,557,254 King Oct. 13, 1925 1,744,537 Foyle Jan. 21, 1930 1,774,678 Strid Sept. 2, 1930 1,815,644 Anderson July 21, 1931 1,835,078 Ornberg Dec. 8, 1931 

